Ok, so we are well into 2018 now, but Mazda is now prepared to sell you the 2018 Mazda6 (on the lot now is the 2017.5). In a segment where the Honda Accord and Toyota Camry grab all the headlines, the Mazda6 goes about its business with little fanfare or recognition. Which is a shame, as the 6 is one of the best looking and performing midsize sedans available at a reasonable price. Just ask me-I own a Mazda6s V-6 with a 5-speed, so I may be biased.

The 2018 Mazda6 will be available in April. Mazda promises a quieter, smoother, and more comfortable car while maintaining its fun to drive nature. Mazda also states there will be more standard equipment, a new range topping Signature model, and most importantly, a new 2.5L turbocharged four cylinder engine rated at 250hp. Sadly for enthusiasts, this new engine is only available with a six-speed automatic. A six speed manual can only be had in the base model Sport. Non-turbo 6’s have a 2.5L four rated at 187hp.

Below is pricing and standard equipment for the 2018 Mazda6 line. Pricing is USD.

Sport: $21,950 Includes cloth interior, 17″ alloys, LED headlights, dual zone auto climate control, blind spot warning, rear cross traffic assist, and low speed automatic braking. Adding an automatic raises the price to $23,000. Of note, this gives the 6 cylinder deactivation. Mazda is quick to point out this is only four cylinder engine sold in North America with this feature.

After teasing the car buying public with concept cars of the iconic Beetle for the better part of the 1990’s, North American car buyers made it clear to Volkswagen they wanted their beloved Beetle back. And in 1997, VW gave us the New Beetle. While it certainly evoked the look of the original, this time around the Beetle was front engined, water cooled, and front wheel drive to suit its Golf underpinnings.

The New Beetle was a runaway success. The Baby Boomers who drove them in the 1960’s and ’70’s and feeling nostalgic flocked to the showroom. Young buyers were instantly drawn to the unique styling the New Beetle’s vanilla competition lacked. Such was the success of the New Beetle other automakers jumped on the retro bandwagon. Anyone remember the Plymouth PT Cruiser, Chevy HHR and the reborn Ford Thunderbird?

Predictably, the excitement eventually wore off. Everyone who was clamoring for a New Beetle had already run out and bought one. The addition of a convertible provided a much needed shot in the arm, but that too soon faded. The occasional special edition here and there was just not enough to keep buyers coming back and getting the car much media attention. After a long fifteen year run-unheard of these days, with practically no development, the New Beetle was replaced.

In 2012, now just called the Beetle, assured the faithful that VW had not abandoned the car, as many had speculated. A redesign also gave VW an opportunity to address a polarizing feature of the New Beetle. With its super cute, super curvy lines, many dismissed the New Beetle as a chick car, which is enough for some male buyers to not even consider it. A car with a flower vase did not help either. While still maintaining the Beetle look, this new car was lower, wider, and more serious. Being less cartoonish and the flower vase long gone, this Beetle certainly Yet, it seems the new look did little to attract new buyers. And six years later, the car has seen little change.

So, in a recent article from Autoblog, it was revealed from a VW exec at the Geneva auto show that there will not be a third generation Beetle. VW is shifting focus to crossovers and EV’s. Apparently, the idea was floated for an EV Beetle, which could have allowed designers to get even closer to the original Beetle’s appearance, but that notion was scrapped. For their ‘nostalgia’ car, Vee-Dub fans will eventually see an EV production version of the Microbus inspired concepts we’ve been seeing.

So, if everyone loved the Beetle so much, what happened here? Well, the Baby Boomers got their nostalgia fix, and soon moved on. The young buyers it attracted got married, started families and needed something more practical. In 1997, the New Beetle was in a league of its own. Eventually, the MINI Cooper came along, and then the Fiat 500. While Fiat and MINI were able to expand their line to encompass different body styles for different buyers, doing the same with the Beetle just didn’t seem possible. Also, VW seemed extremely limited in regards to what they could do to evolve the Beetle, so they just didn’t bother. VW had painted themselves into a corner, and with no evolution of the car, it simply faded from memory. VW knows we are looking forward to the Bus, but this time around, let’s all hope that constant development and improvement will be needed, otherwise it will suffer the same fate as the reincarnated Beetle.

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When Fiat returned to North America in 2012 after a thirty year absence, Italian car enthusiasts rejoiced. What we got was the 500, a (very) small hatchback with a very big personality most cars in its class lack. Which was perfectly acceptable, but the problem was, unlike in Europe, most North Americans really had very little emotional attachment to the 500. On these shores, our fondest memories of Fiats past were the angular X1/9 Targa and the 124 Spider. In fact, during its run from 1966 to 1982, more 124 Spiders were sold in North America than in Europe. After a two year run being sold as a Pinninfarina, the car was gone, for what we assumed was forever.

Come the 21st century, Mazda teamed up with Alfa Romeo to share the costs of developing a replacement for the MX-5, and giving Alfa Romeo its own two seater, rear wheel drive sports car. However, it was later decided that Alfa Romeos should only be built in Italy. Yet with Fiat, this already wasn’t an issue, and the brand seriously needed a halo car. Thus, the 124 Spider was to be reborn, but this time built in Japan, on an MX-5 platform. What could we expect?

Some people jokingly call the Spider a ‘Fiata’, but the truth is, the Spider has a unique look all its own. At the time I had the test car, I actually owned a 1981 Fiat Spider. Parked side by side, it became instantly clear that Fiat designers took many cues from the original. The double hood bulge, ‘scalloped’ headlights, and the upkick just behind the doors are all classic elements. Yet this is by no means an exercise in retro design. The 124 Spider looks thoroughly modern. Most importantly to Fiat fans, although based on Japanese underpinnings, the Spider looks distinctly Italian.

Stepping inside, it becomes immediately clear you are sitting in a close relative of the MX-5. One glance and it is plain to see the gauge cluster is straight from Mazda. The same goes for the infotainment system and display, which is unfortunate, as the rest of the Fiat family uses the superior system sourced from Chrysler. Unique to the Spider is its own steering wheel, which is a delight to hold. Although the cars share seat frames, the Fiat has different padding, which was comfortable and did a fine job holding me in place. As in any two seat roadster, the cabin is snug, and larger driver’s might not find it ideal. There’s no glove box, the ‘cupholder’ is a joke, and unlike my old Spider, there’s no parcel shelf behind the seats to conveniently toss a bag. Finally, if you are hoping to keep the Italian vibe going, skip the black pictured above. Fiat offers a saddle interior, and the color chosen would compare to what you would find in a 1960’s Ferrari. With the contrasting black dash top and stainless trim, it shouts Italian style.

An important feature that distinguishes the 124 from the MX-5 is that Fiat brings its own engine to the party. In this case, it is a turbocharged 1.4L four, lifted from the 500 Abarth, rated at 160hp. Buyers can choose between a six speed manual or automatic. You want the manual. Although it is not the latest MX-5 box (it couldn’t handle the torque from the turbo), it is an absolute joy to snick through the gears. While the Spider is a perfectly livable car doing the daily commute and cruising along the shore, the car truly does not come unto its own until you find a country road. With the top down, I headed to the northeast corner of Connecticut, carving my way through roads in the woods dotted by roadside lakes, gleefully pushing it into corners. Now, the Spider was in its element. Impeccable handling, confidence inspiring brakes and telekinetic steering all combine for a sublime driving experience. Allegedly tuned slightly softer than the MX-5, the upside is after a day of spirited driving and making the trip back home, I arrived feeling perfectly refreshed.

The 124 Spider can be had in three flavors-the spartan Classica, the luxe Lusso, and the more aggressively tuned Abarth. Our test car was the Lusso. With option packages including the Convenience Group (auto dimming rearview and exterior mirrors, heated exterior mirrors, rear park assist, blind spot monitoring, rear cross path detection, alarm, universal garage door opener), Visibility Group (auto levelling LED headlights, headlight washers), and Sound and Navigation Group (GPS nav, nine speaker Bose audio and XM satellite radio). Including destination, our 124 Spider has an MSRP of $32,375USD.

Being built on an MX-5 chassis, there was never really a question of whether the 124 Spider would be a fun car to drive. For enthusiasts, particularly this one who owned an original 124 Spider, was if the new, Japanese built car carried on the spirit. In sum, this new Spider very much does carry on the spirit of the original in a modern package with the available technology and safety features that were once unimaginable. And of course, the inevitable comparison of the Spider and the MX-5 upon which it is based The Garage has not driven the new MX-5, but with the Spider being slightly heavier and more softly sprung, the Spider is considered a more relaxed car, especially over long distances, with the MX-5 favored if going on the track or regular, intense canyon carving is your forte. Regardless, we should all consider ourselves lucky that whichever your preference for a two seat sports car, you can choose what suits your needs.

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People a generation behind me probably don’t think anything about the idea of a Japanese pick up truck. Yet as I stood in awe at the presence of the Titan, I flashed back to my childhood of the 70’s and 80’s. Back then, the small imported pickup trucks even had cute names. The Luv! The Pup! Aw, adorable little trucks! Even the companies selling them here didn’t take them all that seriously. Coming out of that minor reverie, here I stand in front of the Titan, which jolted me back to the present. Any reminder of those days past are erased when anywhere you see the name, it’s TITAN in massive block letters.

This second generation Titan is easily Nissan’s boldest move yet. And as East Coast Editor for The Garage, getting a pickup truck is a rare treat. Living on coastal Connecticut, I’m in what’s considered the Metro New York City area. Why does that matter, you ask? There are plenty of pickups around, but in most cases, if you own a pickup, its because you need one for your job. Traffic around here is awful, and gas prices are among the highest in the nation. It’s not until you are well out into the country you start seeing people owning pickups simply because they want to, not because they need to. Nearly everywhere I went, people marveled at the gleaming Tower of Titan. And the near unanimous response was “That truck is simply too nice to use for work!”

And gleaming it is. Our Titan was a combination of imposing seriousness, bright chrome and more dark chrome that those more familiar with the sight of a luxury pickup truck will nod in approval. Climb into (I mean that-I’m 6’1″ and I needed the grab handle to hoist me up) and welcome to the luxury truck! Sitting high off the ground in command of all that surrounds you, you are instantly taken aback you are experiencing a level of comfort and material quality you would expect from an Infiniti. Anyone who has been in a modern Nissan will be right at home in terms of ease of getting used to the controls, you’re just sitting much higher. There is plenty of room for four full-grown adults front and rear, with plenty of storage space.

In your face styling and a luxurious cabin are all meaningless if your pickup can’t deliver the goods. Starting in the engine room, the Titan offers two choices. First, a 5.6L V-8 rated at 390hp, paired to a 7-speed automatic. However the big news is option number two, a 5.0L Cummins turbo diesel, with 310hp and a stump pulling 555 lb ft of torque, here mated to a 6-speed automatic. Working with Cummins is new for Nissan, and once people found a Cummins engine lay under the hood, our Titan had instant street cred. Titans can be had in rear or four wheel drive, the latter with a two-speed transfer case. Because of its weight, the Titan is not subject to EPA fuel economy testing, but in mostly in town driving our trip computer was indicating about 14 MPG.

Blistering acceleration is not what the Titan is about. Instead, the Titan pulls with authority with little noise or drama, and the towing controls are an instant indicator that this truck is ready for work. Our Titan can tow up to 10,610lbs, which puts it right in the middle of competing light and heavy duty trucks, a void Nissan intends to fill with the Titan. Looking at the sheer size of the Titan, one would be easily intimidated at how it might be to drive. In reality, it’s quite easy. Visibility is excellent, and Nissan’s all around camera makes parking easy. For a ladder on frame truck, the Titan is remarkably composed and civilized. You’re not quick to forget this truck is over 20′ long, so the best way to enjoy a Titan is to relax and take it easy.

As a pickup truck, the Titan is as serious as it looks. That Nissan was able to marry remarkable trucking ability in a relatively easy to drive package is an impressive achievement. The cute import pickups of my youth are a distant memory, the Titan is here in the present. While the notion of such a powerful truck offering such a high level of luxury may confuse some in Metro New York, I suspect few others will question the American made Titan.

For anyone who has ever gone to a car show, you can relate to the following: yes, you are excited to see all the cars, but there’s usually that One Car you are especially excited to see. For the 2017 New York International Auto Show, that car for me was the new Porsche Panamera Sport Turismo.

What’s the excitement all about you ask? The naysayers might remark I’m getting excited over the fact Porsche simply made the Panamera into a wagon. To them, I’d respond they are missing the point entirely. Porsche had long been considering a four door offering. As a kid I recall the odd four door 928 concept, which thankfully never took off. Once Porsche found out most people accepted the idea of an SUV Porsche in the form of the Cayenne, it was finally time for a four door model.

Cayenne showed Porsche could build a non-sports car that still drove like a Porsche. And in 2010, the Panamera arrived, making good on the promise of delivering a Porsche driving experience. But it just didn’t look….right. Yes, I get they were trying to mimic the sloping rear end of the 911. Other automakers could blend sport and luxury, but the odd looking Panamera wasn’t convincing.

When I saw the first pic of the Panamera Sport Turismo, it was a eureka moment. One look and I thought THIS is the Panamera we should have had all along. Finally seeing it in person confirmed what I saw in picture. Long, low, sleek, and most notably, well proportioned, the Sport Turismo checks off all the right boxes. In addition, the Sport Turismo incorporates a unique extendable roof spoiler, more cargo room, improved rear seat headroom, and for the first time in a Panamera, seating for five.

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What is the best selling Volkswagen of all time? Beetle, right? No. Ok, the Golf? Wrong again. It’s the Passat. As an American, I was shocked at this news. While the rest of the world was happily snapping up Passats, here in North America VW’s mid-size car has lived in relative obscurity, save for a small but dedicated cult following. How was this possible? See, the Passat was a little bit smaller, a little bit pricier, and rode a bit firmer than the Accords and Camrys we were buying in droves. That was enough to relegate the Passat to the sidelines this side of the Atlantic. VW realized that if they were ever going to be competitive here, there was no option other than to build us a Passat that suited the tastes of the North American mid-size car buyer.

And in 2012, VW did just that. With a brand new factory in Chattanooga, Tennessee, VW rolled out a Passat especially for North America. The Garage was quick to check out this completely different Passat, but that was five years ago. It was time to check in, and see what is new with the Passat. Almost shockingly, remarkably little. For 2016, the Passat received an exterior refresh. Although the hood, front fenders, front and rear bumpers and trunklid are completely new, it will take a sharp eye to notice any noticeable difference. While most of the Passat’s competitors have introduced completely overhauled cars since the Passat went on sale, VW stuck with a mild refresh. Depending on your tastes, that can be a good or bad thing. Uncomfortable with the stigma of a ‘boring’ midsize car, the competition is leaning towards swoopier, edgier styling. In contrast, the Passat, with its simple, broad styling forgoes today’s fads in favor of a classy, clean look. Exciting? No, but over time the Passat’s no nonsense styling will likely stand the test of time.

The design philosophy of keeping it simple carries over to the interior. Gauges are large and easy to read. All controls are simple and intuitive to use. This works fine if austerity works for you, as nothing more than a sliver metal band sweeping the dashboard is all there was to break up the black and grey interior. While simple enough to use, the newer cars from the competition offer larger and slicker infotainment systems. What the Passat does have going for it are the things buyers want in a mid-size car-chiefly a large, roomy cabin with excellent visibility. It is comfortable with plenty of room for four adults to ride in comfort. In fact, when asked to recommend a car this size, and I’m told they have two growing teenagers, the exceptional rear seat room puts the Passat at the top of the list. Buyers are also treated to a large trunk. Add in excellent build quality and a quiet cabin at speed, it is these areas where Passat is clicking off all the right boxes.

The other notable change from its 2012 introduction is in the engine bay. Gone are the 2.5L inline five and 2.0L four cylinder turbo, replaced with a 1.8L four cylinder turbo rated at 170hp, paired to a six-speed automatic. That may sound like a modest amount of grunt for a car this size, but the Passat feels quick and never strained. Fuel economy is EPA rated at 23/34 MPG city/highway. Respectable numbers, but the Passat’s economy figures trail the competition. VW continues to offer a 2.8L VR6 rated at 280hp. Since the four cylinder seems to offer all the motivation most buyers will ever need, unless you really have to have a six, I find it hard making an argument for the extra cost and the hit you will suffer at the gas pump. Currently no diesel is available while VW continues sorting out the TDI scandal. With ride comfort taking priority, buyers expecting a German sport sedan driving experience are going to come away disappointed.

VW’s experiment worked. By building a mid-size car featuring the qualities North Americans want, the Passat has been a success. What works in Wolfsburg was never going to work in Waco. It may not offer much in terms of thrills, but the Passat offers a great little engine, comfortable, roomy interior, a generous trunk, quiet comfortable ride at a fair price. In other words, what North Americans always want in a mid-size car. Is it truly a German car though? Well, think of it as a car built in America with a German accent.

Years ago The Garage posted a popular series titled ‘Forgotten Sporty Cars’. Popular with our readers, the series featured several sporty cars from the 70’s and 80’s, a time when affordable sporty cars were sold by nearly every major manufacturer. As the 90’s came to a close, the breed was pretty much extinct. Generation X’ers were starting their families, and Gen Y kids were the first sign of a trend of a younger generation that showed a sort of ambivalence towards the automobile. Still, the auto enthusiast was not dead, and the memory of the rear drive Corolla GT-S of the 80’s still burns.

In an obvious move to save money in design, engineering, and build costs, Toyota teamed up with Subaru. Four years ago when the car went on sale, there was the Subaru BRZ, the Toyota 86, and the Scion FR-S. In North America, Toyota had a bit of an image problem-it’s average buyer was the oldest of any Asian automaker, and so younger buyers perceived Toyotas as older people’s cars. Scion was created to lure younger buyers into the fold. Not going as well as planned, 2016 marked the end of Scion. North America now gets the 86 for 2017, but Toyota did a little more than just replace badges-there’s a slight boost in power, revised gearing, suspension tuning, and front and rear fascias.

Coming down the road, pretty much any car enthusiast will recognize what’s coming at them in the 86, but that’s about it. You may have noticed a near total lack of advertising for the 86, which is understandable. With such a small buyer base, you can hardly blame Toyota for not putting up the money for 86 commercials during primetime on major networks. Keeping that in mind, it was hardly surprising no matter where I went, most people had no clue what exactly I was driving.

As a front engine, rear wheel drive 2+2 sports coupe, the 86 retains classic proportions for the recipe-long hood, stout cabin, short deck. Even though Toyota claims its own iconic ’67 2000GT (you can notice if you look at it right), there is absolutely nothing retro about the 86 despite the nod to the past. Thoroughly modern, but I feel the car’s timeless proportions will have the 86 still looking handsome for years to come. We mentioned for ’17 the 86 received revised front and rear fascias. The new, wider mouth up offers a more aggressive look that suits the car’s purpose well. If you really want your 86 to look the business, then you will definitely want the optional 17″ wheels (shown above) and the TRD lowering spring kit.

If I had to describe the 86’s interior in one word, that would be focused. This is a simple, no frills cabin, and by 2017 standards, shockingly Spartan. What you do get are comfortable, supportive seats, a steering wheel that is a delight to hold and a stubby shifter that falls right to hand. The driver faces a clear, simple gauge cluster with a large tach front and center. It becomes immediately clear that the mission is to keep you planted in your seat (leather isn’t even available as an option), undistracted, and if was going to add unnecessary weight, Toyota left it out. That is the 86’s mission, and with such limited options, Toyota will not let you deviate from it. Not surprisingly, the back seat is place you would never ask a friend to sit in, and trunk space is good for a long weekend getaway for two but that’s about it. But again, for pure focus, the 86 really has no peer.

Under the hood, the 86 is powered by a 2.0L boxer four rated at 205hp. Buyers can choose between a six speed manual or six speed automatic. If offered the choice, I’d advocate for a manual in any car, but none moreso than an 86. I drove an FR-S with an automatic, and thought it was ok, but I failed to see what all the hubbub was about. Living with the 86 with the manual, I finally saw the light. To appreciate what the 86 has to offer, you NEED the manual. If a medical condition prevents you from using three pedals, that’s fine. If you can’t drive stick but want an 86, well, you need to find yourself a $500 Corolla and teach yourself.

There are plenty of people who whine that Toyota hasn’t offered a more powerful, turbocharged version. I am not one of those people. Oh, sure, it’s easier to go faster if you just add horsepower. But a good, smart driver can drive fast with the 205hp Toyota gives you. That is the challenge the 86 presents to you, and using every bit of those 205 ponies makes the 86 so engaging and rewarding to drive. Even so, the 86 easily zips up onramps, and keeping your foot in it on sweeping onramps hardly challenges the car’s grip, and is a joy. Handling, as you guessed, is sensational, helped further with perfectly weighted steering. Even with our car’s lowering kit, the 86’s ride was firm and controlled, but never jarring (however a passenger who’s spent the last 30 years in Honda sedans was shocked at the firmness). Our test car had the optional TRD exhaust system. The sound is menacing, and a riot to listen to as you run around town or a blast in the twisties. Long trips? Not so much. After an easy, 90 minute stint on the highway cruising in 6th gear, I was so weary of the noise I was glad to be out of the car.

If you haven’t caught on by now, the 86 is not a car for everyone. In an era where nearly every aspect of the modern car is electronically controlled, the 86 offers what is possibly the clearest, most undistilled driving experience available from any new car. Nearly conspicuous by their absence are many modern creature comforts we’ve become used to, and even ardent driving enthusiasts might find that off-putting for a car to live with daily. But to a small group of buyers, that doesn’t matter; they might argue it’s a selling point. What they get in return is an exceptional driving experience it. If you missed the purity and simplicity of the Datsun 240Z of the 70’s or the Corolla GTS of the 80’s, now is your chance to experience it yourself.

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Some would agree that it is not easy being the middle child. In today’s Jeep family, you could argue this is where the Cherokee stands. Mention Jeep Cherokee to any Jeep fan worth his or her salt and they will recall the iconic XJ Cherokee, sold from 1983 to 2001. The XJ was a massive success for Jeep. However by 2001, the beloved Cherokee was hopelessly outdated, and was replaced by the radically different. Still recognizable as a Jeep, the Liberty had curves, and appeared to try to look ‘cute’. When the second generation Liberty came around, Jeep went back to bolt upright styling, but a low rent interior along with an ancient drivetrain. The Liberty was replaced in 2014, which marked the return of the Cherokee name.

Some critics and diehard fans hoped for the second coming of the old, beloved XJ, but appearance-wise, the only thing the XJ and modern Cherokee share is the name badge and the slotted grill up front. That’s easy to understand, but remember, this is the 21st century. Most buyers looking for an SUV are not going to be took keen on the fuel economy and wind noise a shape like the old XJ delivers. And remember, for those who insist that look is part of Jeep’s charm, they will happily sell you a Wrangler. So not only does the Cherokee look different from any Jeep that came before it, it also stands apart from the competition. This is most apparent when you pick the rugged looking, off-road focused Trailhawk we tested. It’s a thoroughly contemporary look with a toughness you will not find elsewhere.

Step inside the Cherokee, and it is immediately evident Jeep got the message about the Liberty’s dungeon-like accomodations. Jeep deserves high praise for taking their interior from bottom to top of the class. There is not a hard angle in sight, and everything you touch is soft, with a premium feel. This is also one of the best screwed together Jeep interiors of all time, so if its been awhile since you’ve stepped inside a Jeep, you owe it to yourself for a refresher course. A five second glance is all it takes to familiarize yourself with all the controls, even in our feature laden test car. The large, 8.4″ UConnect touchscreen interface remains one of the best in the business. Finally, the driver’s seat offers superior comfort and support, which leaves no doubt the Cherokee would make an ideal partner for long distance travel.

The Cherokee is available with a choice of two engines; the base 2.4L four rated at 184hp, or a 3.2L V-6 rated at 271hp. A good deal of the Cherokee’s competition doesn’t even offer a V-6, so the power and refinement of our V-6 Cherokee sets it apart, and is definitely the engine you want. Either engine is paired to a nine-speed automatic. Buyers may also choose between two or four wheel drive, but the Trailhawk is sold as a 4×4 only. And even if you don’t plan to, but can’t accept a Jeep without the respected Trail Rated badge on the front fender, the Trailhawk is a must. The Trailhawk gives you Jeep Active Drive II, Selec-Terrain System, Jeep Active Drive Lock, Hill Start Assist, Hill Descent Control, off rad suspension and front tow hooks. Still, the Cherokee delivers respectable fuel economy with an EPA rating of 19/26 city/highway MPG. And despite the off-road capabilities, our Cherokee delivered a perfectly smooth ride and confidence inspiring handling.

In the Cherokee family, umerous trim levels are available; lower content models, our Trailhawk, and other models with a more luxurious bent. Not that I noticed our test car lacking. Standard equipment is pretty standard fair, and the Trailhawk’s $30,995 pretty much reflects the V-6 and all the aforementioned off-road goodies. Options on our car included the SafetyTec Group (ParkSense rear park assist system and blind spot/cross path detection), Comfort Group (power liftgate, remote start, auto climate control, auto dimming rearview mirror, power driver’s seat), leather interior, heated front seats and steering wheel, ventilated front seats, navigation and HD radio. Including destination, that ratchets up our test car’s total cost to $39,810USD. That’s a long way from where the Trailhawk starts, but my thinking here is with the most capable Cherokee available, Jeep is letting its buyers go for no frills, our outfitted closer to their more upscale trims.

Regardless of how much (or how little) restraint one chooses in checking off option boxes with the Cherokee Trailhawk, there is no denying the excellent all around capability to be found here. The Trailhawk seems to most clearly embody that elusive and desirable quality of Jeep attitude, making it the clear choice for the true Jeep fan. But whatever your needs and budget dictate-the basic base Sport or dripping in luxury Overland, there is a Cherokee for you. With its distinctive styling, comfortable ride, available V-6 and finely executed interior, the Cherokee has earned a spot at the top of its class.

As Infiniti’s entry level car, the Q50 has the daunting task of going head to head with the BMW 3-series and Mercedes-Benz C-class. The Q50 has actually been around since 2014, but 2016 saw a host of new changes. With the G-series of the last decade, Infiniti proved they were capable of producing a sport sedan that was a worthy adversary to its German rivals, if lacking a bit in overall refinement. But if you are going to compete here, standing still is not an option, and with the 2016 Q50, it is evident Infiniti is no longer playing catch up.

While it took Infiniti well over a decade to decide what an Infiniti should look like, thankfully we now have a design language that resonates across the line. And it is a look that is unique to Infiniti-no copy cat looks here. With the Q50, what this translates to is a look that is sporty, elegant, and downright sensual. The organic curves of the side profile are simply delicious, and different from other cars the Q50 competes against. And while absolutely contemporary, there is nothing faddish going on here, and I suspect the Q50 will age gracefully.

The plasticky interiors of the first G-series cars are now a distant memory. Driver and occupants are greeted with a warm, welcoming cabin. Everything you touch has a premium feel. The eye is delighted with a tasteful combination of leather, brushed metal and wood. The swooping lines of the exterior continue inside, and the result is stunning. If you are going to buy a premium car, the interior needs to give you the sense you are sitting in something special, and the Q50 excels here. Great looks are nothing without the substance to back it up, and thankfully the Q50 delivers excellent comfort. The perfectly sized steering wheel is a pleasure to hold, and the beautiful gauge faces serve to remind you this is a sport sedan. Cramped rear quarters have often been a draw back of sport sedans, but the Q50 has a rear seat for real adults, along with a decent sized trunk.

The big news for 2016 was the introduction of new engines. For the first time, the Q50 is available with a 2.0L turbocharged four rated at 208hp. Next up is a 3.0L turbocharged V-6 rated at 300hp. Still not enough? The Red Sport provides 400hp. There is also a hybrid Q50, and a diesel is available in Europe. All Q50’s are paired with a 7-speed automatic, and are rear wheel drive. Regardless of which engine you choose, all wheel drive is available. Our test car had the four cylinder with all wheel drive. On paper, 208hp does not sound like much, but thankfully our car moved with authority, the turbo four never sounding harsh or winded. And EPA fuel economy ratings of 22/28 MPG city/highway is pretty good for an all wheel drive luxury car. When the Q50 debuted in 2014, reviews of the steering were lukewarm, but for 2016 Infiniti addressed this concern. From my experience, the Q50 is an absolute joy to drive. Steering is well weighted and lightning quick, while when pushed the car delivers superlative handling, and never at the expense of ride comfort. The Q50 is easy to live with everyday, but is ready and willing when twisty roads call.

With the Q50, Infiniti has built a car that not only stands on its own, but makes no excuses or apologies for itself. With the choice of four or six cylinder engines, rear or all wheel drive, and different trim options, buyers have the freedom to choose which Q50 best suits their needs and budget. Boasting distinctive exterior styling, a knock-out interior and excellent handling, the Q50 is hard to fault. In a segment where buyers mindlessly flock to BMW or Mercedes, the Infiniti Q50 demands a closer look.

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Growing up, I basically had three categories of friends: those I met in grammar school, those I met in high school, and those I met in college. Each phase would end, another began with no overlap, and then I began my professional and married life, and with few exceptions, most of those people fell by the wayside. But there was one common thread each group new about me: I was car crazy. With the explosion of social media, in almost no time at all these people whom I’d lost track of were back. After catching up with each other, it was no surprise I would finally ask what they were driving these days. No big deal, right? Well no, but when it came to friends who bought minivans, I was given a litany of reasons why they own one. I wondered why they were so defensive. I never asked any of them to justify their purchase to me, but each felt a natural response to defend their purchase to their old car nut buddy.

In 1983, the Dodge Caravan/Plymouth Voyager shocked North America with their pair of minivans-car based, tall wagons offering a high driving position with excellent outward visibility, sliding rear door, and three rows of removable seats. The concept was a raging success, and families came out in droves as manufacturers scrambled to duplicate the recipe. Yet for all that practicality, it was very difficult to make a ‘cool’ minivan. The 1990’s came and families made the switch to large, gas guzzling SUV’s, and then finally on to the current craze, and a return to car based crossovers.

So, the heyday of the minivan in terms of sales numbers may be behind us. Ford and GM quit years ago. Yet there are still companies out there who remain in the game, and continue to improve and refine their minivans to the loyal followers. Which brings us to our test car, the Toyota Sienna. Currently in its third generation, the Sienna as we know it has been in service since 2011, so you are correct in thinking the is no spring chicken. Although hardly new, Toyota has been steadily updating the Sienna, to remain competitive.

Given the minivan’s mission-haul as many people and/or cargo as possible, that leaves little room for styling creativity. And that’s one area where the minivan gets its reputation for being, well, boring. With the Sienna, Toyota took a different path than everyone else. With the SE model we tested, some sportiness was injected. Smoke chromed headlights, unique taillights, front fascia, 19″ wheels and side skirts are subtle yet effective improvements.

Let’s face it. When it comes to minivans, any buyer will tell you its what’s inside that counts. Climbing and looking rearward, the Sienna goes on forever. Depending on what you want from a minivan, you can choose seating for seven or eight-except on the SE, which seats eight. The removable tip up and long slide second row has captain’s chairs with a stowable center seat and a split and stow third row seat. Up front, there is plenty of room. With all that room for kids in the back, you’re not going to want distractions, so all controls fall readily to hand. It should come as no surprise build quality and materials are very good.

It’s no surprise the Sienna is front wheel drive, but on certain trims all-wheel drive is available (not the SE), something no other minivan offers. The Sienna are powered by a 3.5L V-6. For 2017, power increased to 296hp-that’s 30hp more than last year’s car. Also new for 2017 is an eight-speed automatic. So, I think we can all agree more power and improved fuel economy (19/27 MPG city/highway) is a win-win. Now, no one gets a minivan for a rewarding driving experience. But back to our SE, which is actually more than just a few sporty exterior design touches. As the story goes, chief engineer Kazuo Mori, an avid autocrosser, fought hard for a slightly sharper handling Sienna, and the SE is the result. With a stiffer suspension and improved steering, the SE is no sport sedan, but delivers handling that is closer to a car than a large minivan.

The Sienna is available in five trim levels. The SE is in the middle of the range, standing out more for its sportier appearance and handling than content. Standard equipment includes power sliding doors and liftgate, LED daytime running lights, blind spot monitor, rear cross traffic alert, power moonroof, leather seats, power drivers seat, three-zone auto climate control, single/dual view Blu-Ray DVD rear seat, navigation, SiriusXM and HD radio. Including destination, our Sienna SE retails at $41,770USD.

For what the Sienna was designed to do-haul people and their cargo in comfort and as little fuss as possible-there is really nothing to fault here. The age of the overall design it almost irrelevant. A good recipe does not need constant overhauling. Toyota has keep the Sienna up to date with what consumers want for safety features and in car tech. With the SE, Toyota offers a little sportiness the competition has balked at. So, if you have three kids who all play sports, we get it. That BMW 3-series just isn’t going to work out for. We understand.